EU Students and Brexit

Joanne McCartney: Latest figures show a reduction in EU students applying to study in the UK, particularly acute in post-graduate study. What effect is this having/likely to have on London’s Universities and Higher Education Institutions? What are you doing to support this sector?

The Mayor: The Russell Group recently surveyed its members, including four universities in London, on the percentage change in EU students starting courses compared to the previous academic year. In 2018/19, there was a small positive change at undergraduate level (1%). However, at postgraduate levels numbers declined, particularly for research study (-9%) - this followed a similar percentage decline in 2017/18. These students are an important source of future academic talent and help maintain London’s international competitiveness. I have consistently made the case that EU nationals should continue to have home student status (and UK nationals in EU member states) and will continue to do so.

Who Runs Your Bus

Keith Prince: In your response to MQT 2018/2657, you state “I do not see how customers would benefit from replacing a well-known, easily-accessible ‘one stop shop’ for all complaints about TfL services with a system whereby people have to identify and then contact individual bus operators.” Since (a) Bus KSIs have increased every year under your leadership, (b) TfL does not have a Bus Operator’s Licence, and (c) by your own admission in MQT 2016/3564 TfL “is not given copies of operators investigations into serious incidents on the network”, how can you justify TfL’s “one stop shop” as anything but an obstruction to people who’ve been harmed by the Buses under your control?

The Mayor: Transport for London (TfL) provides customers with an easy and convenient way to raise complaints or to pass on comments about its services. As set out in my response to Mayor’s Question 2018/2657, it is important TfL retains oversight of safety complaints so it can hold operators to account and drive improvements.
Customers can continue to contact bus operators if they wish to do so at TfL’s ‘Who Runs Your Buses’ webpage via the link below: https://tfl.gov.uk/modes/buses/who-runs-your-bus
For details on bus KSI trends, please refer to my answer 2018/3428.

Bus Fatalities and Vision Zero

Keith Prince: In your response to Question 2018/3438, you stated that there has been a "consistent reduction in killed and seriously injured (KSI) casualties involving people on a London bus" using a " 2005-2009 baseline." Since TfL's own data show that Bus KSIs have been on the increase since at least 2014 and during every year of your Mayoralty, do you accept that restricting your response to "people on a London Bus" and using a 2005-2009 baseline is essentially "cooking the books" to avoid admitting that Bus Safety Performance has worsened steadily under your Mayoral leadership?

The Mayor: Myanswer to Mayor's Question 2018/3428 (not 2018/3438 as listed above) refers to STATS19 data, which is officially collected by the Metropolitan Police Service and City of London Police. This is the base data source for all collisions and casualties in the UK including London, whether involving a bus or not. This is also the source for all Transport for London’s (TfL’s) road safety targets, including those used to measure progress against my Vision Zero targets.
A second dataset is also available on TfL’s website which reports information from the IRIS database, purely for all types of incidents involving buses. This data is reported by bus drivers and operators. This dataset categorises casualties in a different way (such as casualties taken to hospital, treated at the scene or requiring no treatment), and does not use the same criteria as STATS19. Therefore the two datasets, while similar, are not the same either in source of data or content. TfL has been very clear about this distinction since the data was first published and includes an explanation on its website: https://tfl.gov.uk/corporate/safety-and-security/road-safety/bus-safety.
TfL’s use of STATS19 data as the basis for all road safety targets and the use of a five year baseline period (2005-2009) is a widely established and accepted form of setting targets and reporting progress against those targets, in line with the Department for Transport’s own methodology. TfL’s safety targets beyond 2022 will be compared to an updated baseline of the average number of KSIs from 2010-2014.

Electric Bikes

David Kurten: What plans do you have to introduce electric powered bikes as part of the TfL bike hire scheme?

The Mayor: Transport for London takes a keen interest in developments in the cycle hire industry, and officials meet regularly with suppliers to understand the latest market developments, such as the introduction of rental e-bikes.
While there are no current plans to introduce electric hire bikes, all options to increase levels of cycling in London continue to be kept under review.

Queen’s Road, Peckham Signage

David Kurten: Do you have any plans to ask Southern Rail to reprint or replace the route maps on Platforms 1 and 2 of Queen’s Road, Peckham train station, which have faded in the sun and are now very difficult to read?

The Mayor: I have asked Transport for London to pass your comments to Southern Rail, which manages Queens Road Peckham station, for consideration.

Resources and Waste

Leonie Cooper: When will the Mayor be responding to the Government’s consultation on the Resources & Waste strategy?

The Mayor: I am pleased to see Government stepping up its ambition in its new Resources and Waste strategy, particularly their plans to roll out separate weekly food waste collections, help cut single-use plastic and collect the same recycling materials from every home in England. I championed these policies in my London Environment Strategy that was published in May of last year, so I am pleased to see Michael Gove following my lead. However, the strategy lacked detail, and it included many proposals, so the Government needs to turn this ambition into action, and quickly.
Although there is no formal consultation on the Government’s Resources and Waste strategy, I will be responding to the Government’s upcoming consultations on a national deposit scheme, consistent recycling services and reforming producer responsibility requirements to ensure that the responsibility for waste management costs sits squarely with producers and not tax payers.

Barnet Council decision to stop food waste collection (2)

Caroline Russell: In answer to my question 2018/3052 you said: “I was surprised and concerned at the public responses by the Leader of the Council [Barnet] and the Cabinet member which appeared to contradict our agreement, and which could cause confusion for Barnet’s residents.” Have you received a response from Barnet Council to your letter expressing concern and requesting that your agreement is accurately reflected in “future public communications, especially with the public”?

The Mayor: The response from Cllr Cohen, the Chair of the Environment Committee was received by my office on 10 December 2018.
That letter reaffirmed the council’s commitment to our agreement and to ensuring that all future public communications, statements or comments properly reflect our shared understanding.
My officers continue to work constructively and collaboratively with their counterparts in the council towards developing a robust evidence base for their Reduction and Recycling Plan and their programme for the reintroduction of the food waste service.

Morden Town Centre pollution

Leonie Cooper: In 2018,‎ what was the highest recorded level of NOx pollution and PM pollution in Morden Town Centre?

The Mayor: Air pollutant data for the Merton – Morden Civic Centre 2 roadside monitoring site that shows that the highest hourly NO2 recorded in 2018 occurred in November and was 195.1 µg/m3 (the hourly legal limit is 200 µg/m3 not to be breached more than 18 times a year). This site does not monitor PM, which is a decision made by the local authority.
The number of NO2 hourly exceedances did not breach the legal limit.

Household recycling rates

Caroline Russell: New data released by the Department for Environment, Food & Rural Affairs (DEFRA) showed that the average annual household recycling rate for London in 2017-18 is 33.1 per cent, an increase of just 0.1 per cent on the previous year, with 15 London boroughs recording falls.
Household recycling rate
2016/17
2017/18
% change
Hillingdon LB
43.4%
40.0%
-3.4%
Redbridge LB
26.7%
23.9%
-2.8%
Haringey LB
35.7%
32.9%
-2.8%
Islington LB
31.6%
29.5%
-2.1%
Ealing LB
50.7%
48.8%
-1.9%
Waltham Forest LB
34.4%
32.5%
-1.9%
Enfield LB
37.2%
35.9%
-1.3%
Tower Hamlets LB
27.6%
26.4%
-1.2%
Croydon LB
38.6%
37.9%
-0.7%
Bexley LB
52.7%
52.1%
-0.6%
Richmond upon Thames LB
42.4%
41.9%
-0.5%
Barnet LB
37.4%
36.9%
-0.5%
Hounslow LB
30.1%
29.8%
-0.3%
Havering LB
37.3%
37.0%
-0.3%
Barking and Dagenham LB
25.3%
25.0%
-0.3%
What are the implications of this for achieving your household recycling target?

The Mayor: Despite the increase being small, London was one of only three regions in England to achieve an increase in their household recycling rate in 2017/18, against a national 0.5 per cent drop.
This highlights the need to implement the actions in my strategy including the collection of six main dry recyclables (glass, cans, paper, card, plastic bottles and mixed rigid plastics) from all properties and weekly separate food waste from properties with kerbside recycling if we are to increase London’s recycling rates. My officers are regularly monitoring and reviewing borough waste contracts to ensure they comply with the requirements in the London Environment Strategy, and they are also working with the London Waste and Recycling Board to support to boroughs to produce Reduction and Recycling Plans which will set out how they will achieve these requirements.
However, the low recycling rates also highlight the need for national action, including much-needed funding for recycling infrastructure. I have written to the Chancellor of the Exchequer and the Secretary of State for the Environment, Food and Rural Affairs setting out that London urgently requires an additional £100 million in funding to increase our recycling performance.
Please also see my response to Mayor's Question 2019/0307.

Accessing HS2 at Euston Station by bike

Caroline Russell: A constituent has raised concerns that the HS2 related work at Euston Station seems to have made no provision for people wishing to access the station by bicycle. What plans is Transport for London (TfL) making for people cycling to the station from south of Euston Road who wish to board trains or park their bike securely?

The Mayor: HS2 is making significant changes to the area around Euston.
Transport for London (TfL) is working closely with HS2 to understand the impacts construction work will have on people travelling in London, and to mitigate these as much as possible. Recently, TfL worked with HS2 to ensure cycle hire docking stations and cycle parking to the south-west of Euston station were appropriately relocated during these first stages of HS2 construction.
TfL is also working with HS2 and the London Borough of Camden to produce a cycling strategy for HS2 works at Euston, in consultation with key stakeholders including Camden Cyclists.
In the longer term, TfL is also working closely with HS2 to ensure the works deliver permanent improvements for cycling around Euston. For example, HS2 is committed to providing additional cycle parking and cycle hire docking stations, and to making improvements to cycling facilities at all existing traffic junctions where HS2 works will take place. TfL is working with HS2 to ensure these works are completed in line with relevant policies, including the London Cycling Design Standards.

Discounts for Gold Record Travelcards (3)

Caroline Pidgeon: What training does TfL undertake for ticket office staff at London Overground stations to ensure that passengers with Gold Record Travelcards are automatically provided with one third discounts on off-peak pay as you go fares?

The Mayor: Please see my answer to Mayor's Question 2019/0156.

Trust in Planning

Nicky Gavron: Professor Tony Travers in his ‘Building Trust’ report says “As government steps back from paying for housing, roads, railways, streetscape and even health facilities, dependence on development will increase. Ministers in particular, need to make clear that this is explicit policy.” Do you agree, and do you think that this will build trust in the planning system?

The Mayor: Development has an important role to play in providing transport and social infrastructure, in improving streets and public space and in delivering new homes for Londoners, and it is important that planners at the local and strategic level ensure that applications are doing all they can to contribute to the public good.
But public bodies must continue to play an important role in planning for growth, and in providing new infrastructure, facilities, and housing in ways that work for Londoners.
This is as true of housing delivery as it is of transport and social infrastructure, particularly as we work to increase the level of genuinely affordable housing that is available to Londoners.
My affordable homes programme is investing directly in new genuinely affordable housing, and my Building Council Homes programme is supporting local authorities to do the same. Nevertheless, we need more funding to meet London’s needs, and if the Government is serious about its housing ambitions, it needs to work with us constructively to provide large scale infrastructure investment.

Autism (4)

Andrew Boff: What steps are you taking to help Londoners with autism find sustainable employment?

The Mayor: My Careers for Londoners Action Plan was launched in November 2018 and sets out my plans to improve careers services in London, including learners with Special Education Needs / Disabilities (SEND) and with Autistic Spectrum Disorder (ASD). The Action Plan includes £1.3m of investment to expand the London Enterprise Advisers Network in London, £4m for my Careers Clusters programme, with at least one cluster focused on designing a high- quality careers guidance offer for SEND learners, and £1m for a careers campaign in 2019 and 2020.
I have also recently undertaken a pan-London review of SEND provision to better understand the availability and quality of services. The report for this review will be published shortly.

Garden Bridge Trust

Tom Copley: In response to an FOI request, TfL have refused to provide the legal advice they have received in response to the David Coppel QC’s opinion that the Garden Bridge Trust breached its legal duties on the basis that they intend to publish it anyway ‘in Spring 2019’. Given the significant public interest in this information will you instruct TfL to publish this legal opinion immediately, rather than delaying its publication?

The Mayor: TfL is committed to transparency and has already, under my Mayoralty, published for the first time extensive internal documents, emails and board minutes relating to the project which occurred under the previous Mayor.
TfL has already proactively confirmed that it will publish the legal advice it has recently received on the Garden Bridge project, along with the evidence supplied in the Garden Bridge Trust’s request to draw down on the DfT-funded underwriting facility, as soon as it has completed its assessment of that request.

Healthy Streets funding by borough

Caroline Russell: In your written response to the London Assembly Transport Committee report, Hostile Streets, you agreed to recommendation 8 – that Transport for London (TfL) would publish its Healthy Streets funding by borough for 2017-18 and annually thereafter. When will this information be published?

The Mayor: Spend by borough for both financial years 17/18 and 18/19 will be provided at the end of the current Financial Year.

Transport for London Business Plan 2019-20 to 2023-24 (1)

Caroline Russell: The Transport for London Business Plan 2019-20 to 2023-24 says that £1,442 million will be spent on Healthy Streets over this period. Could you break this down into expected spend by financial year, and give for each year the programmes it will be spent on?

The Mayor: The total expenditure on Healthy Streets outcomes in the TfL Business plan is £2.3bn. This includes the £1.4bn of capital expenditure in TfL’s Healthy Streets investment portfolio. It also includes £0.6bn expenditure within the Healthy Streets investment portfolio, which cannot be treated as capital expenditure in TfL’s accounts (for example some schemes on borough roads), and £0.3bn expenditure in the Air Quality & Environment investment portfolio.
Further detail, including an indicative breakdown by key programme is set out in the tables below.
Healthy Streets expenditure 19/20 to 23/24
£m
Healthy Streets investment portfolio
Capital expenditure
1,442
Operating expenditure
591
Air Quality & Environment investment portfolio
Capital expenditure
149
Operating expenditure
125
Total expenditure on Healthy Streets
2,307
Programme £m
19/20
20/21
21/22
22/23
23/24
Total
Cycling
124
145
123
89
133
614
Bus priority
16
17
17
17
18
86
Major TLRN schemes
52
64
157
214
137
624
Small TLRN schemes
49
43
40
45
32
208
LIP formula funding
67
67
67
67
67
337
LIP borough schemes
47
39
35
38
45
205
Roads technology
27
26
12
10
10
85
Air quality & environment
99
114
50
13
9
285
Savings & overprogramming
-47
-21
-33
-23
-12
-135
434
493
469
471
440
2,307
All amounts indicative, as expenditure can be adjusted between the sub-programmes. Includes rounding.

Discounts for Gold Record Travelcards(1)

Caroline Pidgeon: What steps does TfL take to ensure that all retailers that sell Oyster tickets are aware that they should routinely offer to Gold Record Travelcard passengers a one-third discount on off-peak pay as you go fares and daily caps on Tube, DLR, London Overground and TfL Rail?

The Mayor: The great majority of annual Travelcards sold by Transport for London (TfL) are purchased on-line and are loaded onto customers’ Oyster cards the next time they tap-in.
These customers are sent their Gold Record cards through the post along with information regarding the discounts available and the need to get the discount set on their Oyster card to benefit from discounted pay as you go (PAYG).
This is supported by information on the TfL and Network Rail (NR) websites.
Training for all TfL staff involved in ticket selling (ie at London Underground, London Overground, TfL Rail, TfL Customer Services, and at Visitor Centres) includes information on all the discounts available to TfL customers and when they should be set. This is delivered in a variety of settings, including classroom based training and peer-to-peer learning.
The training for TfL staff involved in selling annual Travelcards face to face includes the need to set the discount on the customer’s Oyster card at the same time.
Oyster Ticket Stops do not issue annual Travelcards but can set the discount on annual Travelcards bought elsewhere. Ticket Stops are issued with manuals that explain all the TfL discounts and how they can be set at Ticket Stops.

Discounts for Gold Record Travelcards (2)

Caroline Pidgeon: How many fares in 2018 were sold at a one third discount to people with a Gold Record Travelcard?

The Mayor: An estimated 300,000 off-peak pay as you go rail journeys were made at a discount by Gold Record Travelcard holders in 2018.

OPDC Housing Infrastructure Fund bid (1)

Andrew Boff: Could you please provide a breakdown of the £1.5m of additional expenditure that you recently allocated to the OPDC to support its bid to the Housing Infrastructure Fund, under MD2401?

The Mayor: Of the £1.5m, £0.68m was allocated for masterplanning and infrastructure support, £0.55m for CPO formulation and land assembly work, and £0.27m for the preparation of a 5-Case Outline Business Case for submission to MHCLG in support of OPDC’s Housing Infrastructure Fund bid.

OPDC Housing Infrastructure Fund bid (3)

Andrew Boff: In the event that the Housing Infrastructure Fund bid is not approved, what alternative sources of funding are you exploring to support new homes and infrastructure in the OPDC area?

The Mayor: The team has prepared an ambitious but credible proposal to secure HIF funding. We believe it should be successful and are working positively with Government to unlock delivery at Old Oak. Should we not be successful then a lot of the work done to date will be of great use in exploring other funding and financing avenues. The team would move into assessing how other types of public and private money could unlock delivery.

Prudential Ride London

Caroline Pidgeon: Will you take necessary steps to ensure that Chelsea and Fulham residents are not trapped in their homes during this year’s Prudential Ride London Cycle Race on Sunday 4th August 2019. Specifically, will you ensure that Imperial Wharf Station is served by London Overground services on this date?

The Mayor: As in previous years, Transport for London (TfL) is planning to keep Hammersmith Gyratory open all day to enable traffic to exit to the north. Similarly, to the south, Wandsworth Bridge Road will be open for access, so local residents can leave the area. However, these routes are expected to be busy on event day – especially on the Sunday – and, if they can, residents are advised to avoid travelling by car unless absolutely necessary.
On the day, prior to entering a road that leads to a road closure, drivers will be made aware of restrictions. Road closure points will be staffed by an event steward to ensure the event route is secured.
TfL is working closely with the event organisers, London Surrey Cycle Partnership, and the impacted boroughs to ensure useful travel advice and information is provided as far in advance as possible.
In previous years, RideLondon has clashed with Network Rail engineering closures and the West London Line (WLL) has not been in operation. This year there are currently no planned engineering closures on this year’s event dates and a full timetable is planned to operate on the WLL. Provided Network Rail does not propose any short-notice closures, Imperial Wharf is expected to be open to the travelling public during the event.

Rail Fares Increase

Fiona Twycross: With national rail fares increasing more this year than any year since 2013, what impact will this have on Londoners reliant on trains to get to work? For example, commuters in Croydon, and others in Zone 6, have seen the costs of their weekly travelcards rise by 3%.

The Mayor: I completely agree that the latest National Rail fare increases, on top of those in previous years, will have a major impact on Londoners reliant on trains to get to work.
I have repeatedly called on the Government to join in my fares freeze but they have persisted with their established fares policy across the UK.

Willesden Green Station - Staffing

Navin Shah: In response to my question (November last year) you stated that TfL is developing an app to improve the journey experience for those customers requiring assistance. This will be launched in early 2019. Can you please clarify what exactly this app will help and when in 2019 do we see the app being implemented?

The Mayor: Transport for London (TfL) is utilising technology to assist all of its customers, including those with mobility difficulties.
A Turn Up and Go app has been developed for staff and is scheduled to be launched in February 2019. The app will provide access to Real Time Information and will enable staff and managers to see which trains are carrying customers in need of assistance to ensure station staff are available to provide it.
TfL is also developing a customer-facing app called TfL Go. This will allow customers to further personalise their journey planner information to their own individual needs and obtain specific line and station information in real time. The app should be launched later this year.

Road safety

Florence Eshalomi: What progress have TfL made in installing additional safety measures at the zebra crossing on the south circular opposite Lancaster Avenue/Thurlow Park Road? A number of my constituents have had near misses as drivers repeatedly overtake on the crossing, after a walkabout last year TfL informed me that additional changes were due to be made at the junction so I would like an update.

The Mayor: After meeting with you, Transport for London (TfL) undertook speed surveys to review the nature and extent of any safety measures that may be required. This, along with other optioneering work, will be concluded in the next few weeks, after which TfL will confirm next steps. TfL will also shortly be refreshing the markings at the crossing to highlight its presence to road users.
Following the tragic death of Jasjot Singhota in 2017, TfL has already made improvements to the nearby zebra crossing by Birkbeck Hill. Monitoring indicates this has helped to reduce average speeds. TfL will continue to collect data at this location to inform any future improvement.

Vagrancy (1)

Caroline Pidgeon: Please provide a breakdown of the number of ‘vagrancy’ offences recorded by the Metropolitan Police since 2015, broken down per year and per borough.

The Mayor: Vagrancy offences are not recordable within the MPS crime reporting systems and therefore providing an answer to this request is not possible.

Vagrancy (2)

Caroline Pidgeon: Please provide a breakdown of the number of (i) arrests, (ii) cautions, and (iii) charges brought against perpetrators for offences marked as ‘vagrancy’ since 2015, broken down per year and per borough.

The Mayor: Vagrancy offences are not recordable within the MPS crime reporting systems and therefore providing an answer to this request is not possible.

Biodiversity (2)

Leonie Cooper: Does the Mayor think the Government's proposals for biodiversity net gain go far enough, fast enough?

The Mayor: I welcome that Government committed to ensuring that new development results in biodiversity net gain, as I have committed to in my London Environment Strategy.
However, I have some concerns that there may be gaps in how the proposals will be applied. It appears the proposed net gain approach would only apply on sites that have existing biodiversity value which would be damaged or adversely affected by the development. For developments which would result in no loss there would be no need to achieve net gain. Furthermore, the Government’s proposals include exemptions which would result in many developments in urban areas being excluded from the requirement to achieve biodiversity net gain.
My biodiversity and urban greening policy proposals in the draft new London Plan are aimed at ensuring that all major developments achieve, where possible, an increase in green cover and/or additional wildlife habitat. I believe they provide a better policy framework for London and one that should be followed nationally.
My full response to the consultation will be available after the consultation deadline of 10th February.

Non-League Football Grounds in the London Plan

Joanne McCartney: How will your London Plan protect Non-League football grounds, such as Haringey Borough and Enfield Town in my constituency, from redevelopment?

The Mayor: Policy S5 of my draft London Plan recognises that sport and recreation facilities help to encourage physical activity and deliver a range of social, health and wellbeing benefits to communities. The policy is clear that, where proposals come forward, there should be no net loss of sports and recreation facilities, unless it can be demonstrated that there is no ongoing or future demand.

Clapham Junction pollution

Leonie Cooper: In 2018,‎ what was the highest recorded level of NOx pollution and PM pollution at Clapham Junction?

The Mayor: Air pollutant data for the Wandsworth – Lavender Hill (Clapham Junction) monitoring site can be found on www.londonair.org.uk. This shows the highest hourly NO2 recorded in 2018 occurred in September and was 117 µg/m3 (the hourly legal limit is 200 µg/m3 not to be breached more than 18 times a year).
The highest daily PM10 recorded in 2018 occurred in March and was 60 µg/m3 (the daily legal limit is 50 µg/m3 as a 24-hour mean, not to be exceeded more than 35 times a year).
For both pollutants the number of exceedances did not breach the relevant legal limit.

Air quality

Tony Arbour: What were the Nitrogen dioxide levels in London per month since 2017?

The Mayor: Nitrogen dioxide levels vary from site to site across London. Levels also fluctuate month to month for a variety of complex reasons including weather and seasonal variability. It is also important to note the legal limits for NO2 concentrations are hourly (200 ug/m3­) and annual (40 ug/m3­). The data requested is monthly, meaning direct comparison is not possible (Please see attached Appendix A - 2019/0498). For these reasons it is importantthat we use data in a responsible way, as air quality data is particularly challenging to understand.
That being said, analysis of Londonwide nitrogen dioxide levels from 2017 show the policies I have introduced are starting to have an effect. Trend analysis shows the monthly average nitrogen dioxide at roadside sites has fallen from 54 ug/m3 in January 2017 to 43 ug/m3 in December 2018, a reduction of 20 per cent. Whilst this is encouraging we know there are still many sites in London with annual and hourly averages above the legal limit including at hundreds of schools. This is not captured in the monthly average dataset. The Ultra Low Emission Zone coming into effect in Central London on the 8 April 2019, will be essential in helping to bring concentrations at many of these sites down to safe levels.

Green finance

Tony Devenish: Can the Mayor investigate the possibility of supporting Green financing models such as blue bonds to unlock a substantive step change in London's environment?

The Mayor: The London Environment Strategy and my Climate Action Plan highlighted the scale and range of investment needed to make London zero carbon and zero emission by 2050, as well as making more than 50 per cent of it green.
Blue Bonds are a new financial product that has been used to support ocean conservation and marine life. Whilst Blue Bonds could potentially support the improvement of marine life in London, to deliver the London Environment Strategy will require greater investment across low-carbon, low-emission, urban greening and waste solutions. My officers are therefore exploring options for a range of green finance options, alongside my existing £500 million Mayor’s Energy Efficiency Fund.
The London Sustainable Development Commission are also researching potential actions that could be taken to help create investment demand for large-scale low carbon and environmental projects.

Taxi and Private Hire Trade (4)

David Kurten: How much annual income do you anticipate will be generated for TfL from congestion charge payments by Private Hire vehicles?

The Mayor: Following a public consultation, I announced in December 2018 that from April 2019, Private Hire Vehicles (PHVs) would no longer receive an exemption from the Congestion Charge. They will however retain this exemption if they are wheelchair accessible vehicles and are being used to fulfil a booking. In addition, eligible PHVs may be registered for the new Cleaner Vehicle Discount, meaning that the cleanest vehicles will continue to be exempt from the Congestion Charge.
We expect that this change will result in up to £30m per year revenue, although this could be lower depending on the number of PHVs eligible for discounts. All revenue from the Congestion Charge must be spent on improvements to transport in London.

Proposed Bus Service Changes Consultation (3)

Tony Arbour: Given that my constituents report often being unable to get onto the H37 because it is so full, how can you justify any frequency reductions?

The Mayor: The busiest point of the H37 is the area around St Margaret’s station. One the main reasons the H37 is so busy there is because there are currently no alternative bus routes to provide options beyond Richmond to the east or anywhere to the west for a large, relatively isolated residential area.
Transport for London’s (TfL’s) proposals would see newly-extended route 110 also serve St Margaret’s, running every 15 minutes.
Many would gain new opportunities for direct connections to areas not previously accessible to them, as well as a second route to boost capacity between St Margaret’s and Richmond.
Route H37 is expected to remain busy between St Margaret’s, Isleworth and Hounslow, and so would remain a high frequency route, with buses running every 6-7 minutes (instead of every 6 minutes) at the busiest times. TfL’s data suggests the proposed frequency changes would still provide enough space on the remainder of the H37 route between St Margaret’s roundabout and Hounslow Town Centre, but TfL will, of course, review this in the light of the consultation responses.

Crossrail 3

Caroline Pidgeon: In your manifesto, you pledged you would “plan for the long term” and “move on to discussions about Crossrail 3”. How are these discussions progressing?

The Mayor: My Transport Strategy addresses London’s long-term transport needs up to 2041. This includes how to cater for the extra six million trips a day that will result from London’s growth, how to enable the delivery of much needed homes for Londoners and how to continue the city’s mode shift to reduce car dependency.
Forrail improvements, the evidence base that supports the Strategy shows that, to 2041, our goals canbe achieved by upgrading the rail networks, including metroisation, extending the Bakerloo line and building Crossrail 2.
My focus at this stage is to secure the investment funding for those projects set out in the Transport Strategy, including Crossrail 2.

Skills

Tony Devenish: While it may be good news that a review of OECD data shows the productivity gap with France has fallen by half, this appears to be because we work fewer hours than was thought. How are you planning to help tackle this issue with your skills budget?

The Mayor: Whilst availability of skills is a significant determinant of productivity, it is by no means the only determinant – investment in technology and staff training are also key.
Through the Skills for Londoners Board and Business Partnership, I will work with London’s businesses to increase skills investment and improve our skills system’s ability to meet the current and future needs of London’s economy.
Equipping Londoners with industry-relevant qualifications and skills is vital. Through London’s Adult Education Budget and European Social Fund, I am currently procuring a range of education, training and employment programmes to upskill Londoners, as well as to support unemployed, economically inactive and low-income Londoners into work.
I am also supporting Londoners through wider skills initiatives, such as the recently-launched Careers for Londoners Action Plan, the Digital Talent Programme, the London Enterprise Adviser Network and my forthcoming apprenticeships pilots.

Freedom Passes for carers

Onkar Sahota: I have been contacted by several of my constituents who are disabled, have Freedom Passes, but also have carers. Currently, carers are not eligible for Freedom Passes or anything equivalent, and this makes the reality of travel for them and the person they are carer for very difficult, financially, in many cases. Would you investigate bringing in some form of free or reduced travel for carers for Transport for London services?

The Mayor: I am aware that a number of authorities across the UK provide free or discounted travel for the companions of disabled people who cannot travel independently.
To date, London Councils who manage the Freedom Pass on behalf of the London Boroughs, have elected not to introduce such a concession.
I would be happy to investigate a scheme on the lines you suggest and raise this with London Councils.

OPDC Housing Infrastructure Fund bid (2)

Andrew Boff: What proportion of the additional £1.5m expenditure under MD2401 will be recoverable if the Housing Infrastructure Fund bid is not approved?

The Mayor: This expenditure can be broadly divided into two categories: work required to support OPDC’s bid for funding; and preparatory work on CPO formulation and land assembly, required now to meet Housing Infrastructure Fund deadlines in the event of the bid being successful.
This money would not be recoverable if the bid were not successful, but any alternative funder will require the preparation of a business case, and land must be assembled to enable strategic infrastructure to be built, so this investment would not be wasted.

Crossrail (3)

Florence Eshalomi: I understand that “The GLA will repay this loan from the existing Business Rate Supplement (BRS) and Mayoral Community Infrastructure Levy (MCIL)”. However, MCIL ends in April 2019 and then MCIL2 takes over, which is to fund Crossrail 2. Given the plan is to re-pay the loan over 10 years does this mean that Crossrail 2 will not be able to be built until 2028 at the earliest?

The Mayor: Crossrail 2 is at the heart of my Transport Strategy and remains a key priority. The National Infrastructure Commission (NIC) recognises it as a nationally important infrastructure project that will unlock up to 200,000 new homes and support 260,000 new jobs.
The existing plans are for construction on Crossrail 2 to begin in the mid-2020s,after the passage of the necessary Hybrid Bill. Following last year’s Independent Affordability Review, TfL has been working with the Government to assess a number of plans for the project’s schedule, including possible phasing, and still await agreement on these and the route with the Secretary of State.
The immediate imperative is to complete Crossrail and open the Elizabeth line safely and reliably as quickly as possible, and the funding and financing package agreed with the Government will support that. I remain committed to delivering Crossrail 2 as quickly as possible and, ahead of the Comprehensive Spending Review later this year, I will be making the case to Government for their continued support for this national significant infrastructure project.

TfL’s Operational Costs

Florence Eshalomi: From January 2021, the Business Plan assumes that fares could rise by around RPI plus one per cent to support vital investment in public transport. What would be the effect on passenger numbers and passenger income of another 4-year fares freeze?

The Mayor: Transport for London’s (TfL) latest Business Plan assumes that from January 2021 onwards fares could broadly rise by RPI+1, which is the scenario for which passenger number and passenger income have been modelled. This, however, is just an assumption. I set fares on an annual basis and any future fares plans would need to be confirmed and modelled in future business plans.

TfL PHV Spend

Susan Hall: Broken down on a month by month basis, how much money has TfL spent on private hire vehicles for London Underground staff since May 2016?

The Mayor: Transport for London has not hired any private hire vehicles for London Underground staff over this period.

Tube Noise – Harrow On The Hill

Navin Shah: In response to my question (September last year) you stated that a fence has now been erected at the Ashburnham Avenue site and asked Transport for London to contact residents urgently to take further readings to understand the impact that the fencing has had on noise within affected properties. Has this been done and what is the outcome of the readings?

The Mayor: Transport for London (TfL) has now contacted the impacted resident, and will arrange for noise readings to be carried out as soon as possible.
I have asked TfL officers to update you once these readings have been carried out.

The Real Urban Emissions Vehicle Report (6)

David Kurten: The report by The Real Urban Emissions Initiative did not include processed data on Euro 6 taxis stating that fewer than 30 Euro 6 black taxis were measured. Do you know how many Euro 6 black taxis were measured, and what was the unpublished NOx emissions figure in g/km?

The Mayor: As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information on the number of measurements collected for Euro 6 black taxis. Contact details can be found in the report at: https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf

Green Alliance Report (2)

Leonie Cooper: Will you consider strengthening your London Plan policy on construction carbon as a result of the Green Alliance report?

The Mayor: The Green Alliance report recognises the GLA’s leadership on carbon reduction (see Mayor's Question 2019/0310). The draft London Plan is currently undergoing Examination in Public (EiP) following public consultation and sets strong targets to reduce the carbon emissions associated with development. This includes policy requiring referable developments to undertake whole life carbon assessments, which is a crucial step in understanding and addressing construction carbon emissions.
We will continue to refer to the Green Alliance recommendations as we develop and implement processes to reduce embodied carbon in construction.

The Real Urban Emissions Vehicle Report (1)

David Kurten: Was the report from The Real Urban Emissions Initiative peer reviewed before it was published and used as a source of data by City Hall and TfL? If so, who peer reviewed it and where can the peer reviews be seen?
https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf

The Mayor: The Real Urban Emissions (TRUE) Initiative’s report ‘Remote sensing of motor vehicle emissions in London’ is one of a number of sources my officers have used to inform our understanding of air quality in London.
It was reviewed by David Carslaw of the University of York and Javier Buhigas of Opus Remote Sensing Europe.
As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information. Contact details for queries can be found in the report: https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf.

TfL’s Passenger Journeys (1)

Florence Eshalomi: Figure 1 in the Business Plan shows the route to 80% of trips being made by foot, cycle or public transport by 2041. In 2041 the forecast is for such trips to be between 75% and 80% of trips, yet you assume you will hit 80% rather than 75% or somewhere in between. What led you to make that decision?

The Mayor: My aim is that, by 2041, 80 per cent of trips will be made on foot, by cycle or using public transport. The evidence base prepared to support the Mayor’s Transport Strategy (MTS) suggests that the actions identified in the Strategy make that 80 per cent ambition achievable. London’s economic success has played a key part in the increases we have seen in sustainable travel.
This Business Plan sets out the progress we expect over the next five years and beyond to set us on the path to achieving this ambition. However, with the economic uncertainty we have experienced in recent times, and that is continuing, the shading in Figure 1 is designed to highlight the potential impact of this uncertainty on mode share into the future.

Apprenticeships

Susan Hall: How many apprenticeships have been created in London over the past 5 years, broken down by year, including the current year? Can you also break this down by gender and BAME/non-BAME?

The Mayor: The data on apprenticeship starts from 2014/15 to 2017/18 is attached, broken down by year, gender and ethnicity.
In summary, there were 184,430 apprenticeship starts from 2014/15 to 2017/8, with a drop following the introduction of the apprenticeship levy in April 2017.
Over the same period there were 101,370 female starts and 83,050 male starts.
There were 72,270 BAME apprenticeship starts over this period, and 112,160 non-BAME starts.
1) Number of apprenticeship starts in London
2014/15
2015/16
2016/17
2017/18
48,140
48,330
46,750
41,210
2) Number of apprenticeship starts in London, total and broken down by gender
2014/15
2015/16
2016/17
2017/18
Female
26,480
27,280
26,090
21,520
Male
21,650
21,050
20,660
19,690
Total
48,140
48,330
46,750
41,210
3) Number of apprenticeship starts in London, total and broken down by BAME/non-BAME
2014/15
2015/16
2016/17
2017/18
BAME
19,180
19,250
19,060
14,780
Non-BAME
28,960
29,080
27,690
26,430
Total
48,140
48,330
46,750
41,210
Sources:
1.) 2014/15: ESFA Localities data cube 2017/18 quarter 2 Delivery
2.) 2015/16-2017/18: ESFA Localities data cube 2017/18 Delivery Final
Notes:
1) Volumes are rounded to the nearest ten. The use of rounding rules means that the numbers in a year may not exactly add up to the numbers shown in the total for the year.
2) Numbers are a count of the number of starts at any point during the period. Learners starting more than one Apprenticeship will appear more than once.
3) Apprenticeship starts include all funded and unfunded learners reported.
4) The data refer to apprenticeships delivered in London, not to apprenticeships delivered to London residents; a proportion of applicants will be from outside London.
5) Numbers are counted for the full year (August to July) for each year from 2014/15 to 2017/18.
6) As of May 2017, there were significant structural changes to the apprenticeship funding system including the introduction of the apprenticeship levy and Apprenticeship Service. The profile of apprenticeship starts changed significantly in the run up to the introduction of the levy and
beyond. For this reason, caution needs to be exercised when making comparisons.

TfL Taxi Spend

Susan Hall: Broken down on a month by month basis, how much money has TfL spent on taxis for London Underground staff since May 2016?

The Mayor: Scheduled taxi services (which run on pre-determined routes at key locations) are used to provide transport to London Underground staff to and from their place of work in the early hours of the morning, when there is a reduced transport system. The fewest possible journeys are used through up to five staff members using each cab, with multiple pick-ups and drop-offs wherever possible.
This arrangement means that critical operational staff can get to key locations such as depots, stations and control centres for the start of service. That minimises the risk of trains being cancelled or delayed, or stations not opening on time, which would lead to significant disruption for Transport for London passengers. Ad hoc taxi services are used for unforeseen and emergency circumstances.
The total costs are as follows:
May 2016 - £325k
June 2016 – £336k
July 2016 – £312k
August 2016 – £315k
September 2016 – £304k
October 2016 – £295k
November 2016 – £310k
December 2016 – £329k
January 2017 – £292k
February 2017 – £275k
March 2017 – £303k
April 2017 – £273k
May 2017 - £292k
		June 2017 – £286k
July 2017 – £292k
August 2017 – £304k
September 2017 – £305k
October 2017 – £315k
November 2017 – £297k
December 2017 – £310k
January 2018 – £302k
February 2018 – £287k
March 2018 – £324k
April 2018 – £292k
May 2018 - £307k
		June 2018 – £298k
July 2018 – £303k
August 2018 – £303k
September 2018 – £290k
October 2018 – £317k
November 2018 – £304k

Transport for London Business Plan 2019-20 to 2023-24 (2)

Caroline Russell: The Transport for London Business Plan 2019-20 to 2023-24 says that £1,442 million will be spent on Healthy Streets over this period. In your manifesto you pledged to increase spending on cycling and, in answer to my question 2018/0092, you said you would spend an average of £169 million per year. What is the current average spend on cycling over this new business plan?

The Mayor: The average allocation per year on cycling over the five years from 2019-20 to 2023-24 is set at £214m, a 27 per cent increase compared to the previous business plan allocation (2018/19 to 2022/23). This is analysed in the table below.
Average business plan cycling allocation 2019/20 to 2023/24
£m
Healthy Streets cycling programme
123
Other cycling infrastructure
78
Non infrastructure
17
Overprogramming
-4
Average cycling spend
214

Outer London Buses (1)

Steve O'Connell: When will you publish detailed proposals on TfL’s plans to expand bus provision in Outer London?

The Mayor: Transport for London’s (TfL’s) review of the London bus network is an ongoing process. It will continue to seek the most efficient and attractive network possible, to serve the ever-changing needs of London. This will be achieved by prioritising resources where they are most needed.
TfL will be presenting an update to its strategy, including outer London plans, to its Customer Service and Operational Performance Panel on 13 February 2019, and would be happy to update Members following this.

The Real Urban Emissions Vehicle Report (4)

David Kurten: The Real Urban Emissions Initiative report says that emissions from black cabs increased by 18% in the 5 years from 2012/13 to 2017/18. What is your explanation for this?

The Mayor: As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information and clarification on the figures they have used. Their contact details can be found in the report at: https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf.

The Real Urban Emissions Vehicle Report (3)

David Kurten: How much has been paid by TfL or other parts of the Greater London Authority to the FIA Foundation, either directly or indirectly?

The Mayor: TfL or other parts of the Greater London Authority have not made payments to the FIA Foundation.
The GLA has provided in-kind support to The Real Urban Emissions Initiative, of which the FIA Foundation is a member, including use the London Living Room for a Global Workshop event on 8 June 2018 and officer time to provide relevant contacts for its remote sensing project.

A13 Riverside Tunnel

Unmesh Desai: Further to MQ 2016/1464 can you update me on the status of this project and what the results of the work between TfL and the London Borough of Barking and Dagenham were?

The Mayor: Following initial work carried out by Transport for London (TfL) looking at the feasibility of a tunnel on the A13, the London Borough of Barking & Dagenham has been working with ASF (the consortium commissioned by the borough) to investigate the scheme further.
Though not involved in commissioning the current work, TfL supports the proposal in principle as the tunnel could bring significant benefits, including enabling the delivery of a substantial number of new homes at Castle Green, removing significant pinch points on this strategic road corridor, as well as reducing the negative effect of the A13 on local air quality.
However, such a scheme would be costly to deliver, has some significant delivery challenges and is not part of the current TfL Business Plan.TfL continues to have regular dialogue with the Borough on the progress and status of the proposed tunnel and awaits with interest the conclusions of the further work commissioned by the borough.

The Real Urban Emissions Methodology (3)

David Kurten: The methodology used by The Real Urban Emissions Initiative to calculate fuel specific emissions assumes in reference 10 on page 4 that the concentration of unmeasured hydrocarbons is equal to the concentration of measured hydrocarbons (propene) emanating from vehicle exhausts, but no explanation is provided for this assumption. What proof do you have that this assumption is correct? Do you agree that if this assumption is false, then all of the calculated data are also false?

The Mayor: As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information on its methodology and any calculations used. Their contact details can be found in the report at:https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf

The Real Urban Emissions Methodology (2)

David Kurten: The methodology used by The Real Urban Emissions Initiative seems to assume that all of the gaseous hydrocarbons measured are propene (C3H6) given the equation on page 4 which states:
CHr + m (0.21 O2 + 0.79 N2) aCO + bH2O + c (C3H6 + unmeasured C3H6) + dCO2
+ eNO + fNO2 + (0.79m - (e + f)/2) N2
Do you know the reasoning behind this assumption that all of the hydrocarbons measured were C­3­H6 and that none were due to other chemical species such as C4H8, C2H6 or CH4?

The Mayor: Please see The Real Urban Emissions (TRUE) Initiative’s study, ‘Determination of real-world emissions from passenger vehicles using remote sensing data’ (https://www.trueinitiative.org/media/596931/true_remote_sensing_data.pdf) and refer to footnote 10 on page four for an explanation.
As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information. Their contact details can be found in thereport referenced above.

The Real Urban Emissions Methodology (1)

David Kurten: The methodology used by The Real Urban Emissions Initiative to calculate fuel specific emissions introduces a factor of 6 to the concentration of hydrocarbons with no explanation at the top of the second column of page 4 of its report in the equation a + 6c + d = 1. Do you know what is the purpose of introducing a factor of 6 at this point in the calculation process?
https://www.trueinitiative.org/media/596931/true_remote_sensing_data.pdf

The Mayor: Please see The Real Urban Emissions (TRUE) Initiative’s study, ‘Determination of real-world emissions from passenger vehicles using remote sensing data’ (https://www.trueinitiative.org/media/596931/true_remote_sensing_data.pdf) and refer to footnote 10 on page 4 for an explanation.
As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information. Their contact details can be found in thereport referenced above.

Outer London Buses (2)

Steve O'Connell: Given Croydon’s growing demand for bus services and your promise that Outer London will see an expansion of bus provision, how can you justify TfL’s proposed cuts to buses in Croydon Town Centre?

The Mayor: As set out in my response to Mayor’s Question 2019/0393, Transport for London (TfL) and Croydon Council are working together to increase levels of sustainable travel.
In response to changing travel habits amongst customers, coupled with the introduction of my Hopper Fare in 2016, it is important we have a bus network that adapts to varying demand, while supporting local economic growth and making best use of resources. A review of buses crossing Croydon town centre on Wellesley Road to terminate on the other side showed that, during the busiest hour, average occupancy is 27 passengers per bus, about one-third of capacity. Operating 74 under-used buses per hour across the town centre is not a good use of vehicles that could be redeployed elsewhere in the borough where demand is higher.
Construction work at Westfield in Croydon will also cause significant congestion and worsen bus reliability. Reducing the number of buses crossing Wellesley Road would mean fewer buses stuck in traffic and better reliability locally.
For these reasons, TfL has proposed changes to 11 bus routes serving Croydon town centre. The proposals aim to make the bus network simpler and more efficient and ensure resources are invested in the locations where passenger demand is highest. The consultation closed on 13 January 2019, and TfL will consider all responses before coming to a final decision.

Tooting Broadway pollution

Leonie Cooper: In 2018,‎ what was the highest recorded level of NOx pollution and PM pollution on Tooting Broadway?

The Mayor: Air pollutant data for the Wandsworth – Tooting High Street monitoring site can be found on www.londonair.org.uk. This shows the highest hourly NO2 recorded in 2018 occurred in February and was 734 µg/m3 (the hourly legal limit is 200 µg/m3 not to be breached more than 18 times a year).
The highest daily PM10 recorded in 2018 occurred in March and was 62 µg/m3 (the daily legal limit is 50 µg/m3 as a 24-hour mean, not to be exceeded more than 35 times a year).
For both pollutants the number of exceedances did not breach the relevant legal limit.

London Plan

Andrew Boff: How can your London Plan be used to protect Ridley Road Shopping Village?
What action will you be taking to protect traders at Ridley Road Shopping Village?

The Mayor: I do not have powers to intervene directly in the management of individual markets and retail premises, but policy E9 of my draft London Plan is clear that development plans and development proposals should prevent the loss of retail and related facilities that provide essential convenience and specialist shopping, and should support London’s markets. Policy E9 also requires boroughs to manage retail clusters, having regard to place-making, local identity, and town centre vitality, viability and diversity.
My Culture at Risk Officer is in communication with Hackney Council regarding the creative workspace that is currently on site.

Putney High Street pollution (2)

Leonie Cooper: In 2016, 2017 and 2018, how many times did Putney High Street breach EU legal limits for NOx and PM pollution? What levels were recorded during each of these breaches?

The Mayor: For NO2 the hourly legal limit is 200 µg/m3 not to be exceeded more than 18 times in a year. For PM10 the daily legal limit is 50 µg/m3 as a 24 hour mean, not to be exceeded more than 35 times in a year
On www.londonair.org.uk there is air pollutant data for two monitoring sites on Putney High Street.
The Putney High Street Façade monitoring site breached hourly legal limits for NO2 403 times in 2016, 9 times in 2017, and 2 times in 2018. There was no PM data for this site. Since the introduction of the Low Emission Bus Zone, annual mean NO2 concentrations on Putney High Street have reduced by 47 per cent and breaches of the hourly mean limit have reduced by 99 per cent compared to 2016.
The Putney High Street monitoring site breached legal limits for NO2 1272 times in 2016, 76 times in 2017, and 25 times in 2018. For PM10 the legal daily legal limit was breached 9 times in 2016, 6 times in 2017, and 3 times in 2018. Since the introduction of the Low Emission Bus Zone, breaches of the hourly NO2 mean limit on Putney High Street have reduced by 98 per cent since 2016.
For both pollutants for both monitoring sites, please see the attached document for the concentrations recorded during each of these breaches.

The Real Urban Emissions Methodology (4)

David Kurten: Reference 16 of the calculation methodology used by states that The Real Urban Emissions Initiative “NO emissions use the NO2 molar mass since all emitted NO will eventually oxidize in the atmosphere”, despite the fact that NO is far more prevalent in exhaust emissions than NO2. Do you recognise that it is dishonest and poor scientific practice to quote results in terms of NOx per kg or g NOx per km, when they are actually presenting calculated figures for grams of NO2 per kg or g NO2 per km, which adds up to 50% on to the figures quoted for NOx emissions in g NOx per kg or g NOx per km?

The Mayor: As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information on its methodology and any calculations used. Their contact details can be found in the report at:https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf

East London River Crossings (2)

Unmesh Desai: Please update me on your plans for a DLR crossing at Gallions Reach.

The Mayor: Please see my answer to Mayor's Question 2019/0338.

Green Alliance Report (1)

Leonie Cooper: A recent Green Alliance report highlighted embodied carbon in construction as a key opportunity to accelerate London’s transition to becoming a zero-carbon city. How will this affect your decisions in the coming year?

The Mayor: The Green Alliance report recognises London as a climate leader through my work on embodied carbon. My action, which goes further than national government and other cities, already addresses a number of the report’s recommendations. For example, the ongoing work to implement the GLA Group responsible procurement policy commits to investigating the scope to measure and reduce embodied carbon emissions in the group’s construction projects by 2020.
In addition, the new draft London Plan will require whole life-cycle carbon cycle assessments for all referable applications. I am engaging with key stakeholders, including the construction industry, to ensure this planning requirement is implemented effectively by boroughs and developers. The new draft London Plan also supports precision manufacturing in the delivery of new housing. I will continue to consider the Green Alliance recommendations as we develop and implement processes to reduce embodied carbon in construction.

Preparing the water industry for winter

Andrew Dismore: What changes have been made to engagement and planning with the water industry since the spring 2018 freeze / thaw event that saw thousands of Londoners without water?

The Mayor: I wrote to the chief executives of London’s worst affected water companies following the freeze/thaw event last year, calling for them to make urgent improvements. I also wrote to Ofwat calling for them to use their full powers to ensure that London’s water companies improve their response in the future. My Deputy Mayor for Environment and Energy has raised this issue with London’s water companies and Ofwat at my Water Advisory Group to ensure better preparedness.
Ofwat has since published its ‘Out in the Cold’ report, reviewing water company responses to the event. Ofwat required those companies that underperformed, including Thames Water, to submit action plans setting out how they will improve their response. Thames Water published this action plan in September. Ofwat have said in response - and I agree - that Thames Water must ensure these actions are delivered with urgency, so Londoners are better protected against similar incidents in future.
Incidents since the freeze/thaw have shown some improvements in London. Companies have implemented new systems, communications approaches and procedures, including a new, faster 24/7 response capability, better systems for distributing bottled water and improved understanding of potentially vulnerable customers to increase the number of customers on their Priority Services Register. Ofwat has set out recommendations for a standardised compensation scheme which, if approved by Government, will be more generous and easier to apply for and which I had championed in London given four water companies operate here.
However, I will continue to monitor water company performance and whether improvements are sustained. The events of last winter were unacceptable and water companies must ensure they are not repeated.

Lack of information collected by the Civil Aviation Authority regarding flights over east and south east London

Caroline Pidgeon: Following a recent request for information from the Civil Aviation Authority (Environmental Information Regulations reference E0004023) it was stated that the CAA does not hold specific information on the daily number of flights from fixed-wing aircraft over east or south east London. Do you consider this lack of collection of information is acceptable, and will you consider making representations to the CAA to start gathering such data?

The Mayor: I understand that there are practical challenges in collecting information about the number of flights every day in a particular section of airspace. While there is certainly a need for a greater understanding of the noise impacts of aviation over London, it is also important to acknowledge that there are locations that are overflown by aircraft from more than one airport. With flightpaths being redrawn as part of the London Airspace Management Programme (LAMP), it is essential that we have a full understanding of the noise impacts today and the potential for reducing those impacts.
Government is scheduled to establish a new noise regulator “ICCAN”, as a body within the CAA, in January 2019. I have previously called for an independent and effective noise regulator and I remain concerned by ICCAN’s lack of independence or powers of sanction. Nevertheless, ICCAN could usefully collect data on the noise impacts experienced by Londoners and propose how they might be addressed.

The Real Urban Emissions Vehicle Report (5)

David Kurten: The Real Urban Emissions Initiative states its objective is to determine distance specific emissions in grams of NOx per km, but its report only presents emissions from buses, for example in Figure 13 in the Case Study on Transit Buses, in terms of g NOx/ kg of fuel used. Do you know why this was? And do you know what is the emissions data for the categories of buses highlighted in Figure 13 in terms of g of NOx / km?

The Mayor: The determination of distance specific emissions (g/km) was developed by and detailed for passenger cars in The Real Urban Emissions (TRUE) Initiative’s study titled, ‘Determination of real-world emissions from passenger vehicles using remote sensing data’:https://www.trueinitiative.org/media/596931/true_remote_sensing_data.pdf
As this report is not a Greater London Authority report, TRUE Initiative would be best placed to provide further information on the approach that was taken to report on bus emissions using a fuel-specific metric in the report ‘Remote sensing of motor vehicle emissions in London’. Their contact details can be found in the report here:https://www.trueinitiative.org/media/597524/true-london-rs-report-fv-20181214.pdf

Putney High Street pollution (1)

Leonie Cooper: In 2018,‎ what was the highest recorded level of NOx pollution and PM pollution on Putney High Street?

The Mayor: On www.londonair.org.uk there is air pollutant data for two monitoring sites on Putney High Street.
The Wandsworth (Putney High Street Façade) monitoring site shows the highest hourly NO2 in 2018 occurred in January and was 217 µg/m3. The hourly legal limit is 200 µg/m3 not to be exceeded more than 18 times in a year, which did not happen at this site in 2018.
Since the introduction of the Low Emission Bus Zone, annual mean NO2 concentrations on Putney High Street Façade have reduced by 47 per cent and breaches of the hourly mean limit have reduced by 99 per cent since 2016. There was no PM data for this site.
The Wandsworth (Putney High Street) monitoring site shows the highest hourly NO2 in 2018 occurred in January and was 898 µg/m3. The hourly legal limit is 200 µg/m3 not to be breached more than 18 times in a year, which did happen at this site in 2018 (there were 25 hours above the 200 µg/m3 limit). Since the introduction of the Low Emission Bus Zone, breaches of the hourly NO2 mean limit on Putney High Street have reduced by 98 per cent since 2016.
The highest daily PM10 in 2018 for this site occurred in March and was 62 µg/m3. The daily legal limit is 50 µg/m3 as a 24-hour mean, not to be exceeded more than 35 times a year, which did not happen at this site in 2018.

Public London Charter

Sian Berry: In response to a September 2017 London Assembly motion, you promised to develop London Plan policies to ensure public spaces are open and accessible for all with the minimum of rules, whether they are publicly or privately owned, as well as a Public London Charter setting out rights and responsibilities. Good new policies now appear in your draft London Plan, which also reference the Public London Charter. When can we expect the Public London Charter to be a) drafted and consulted upon, and b) published and in force?

The Mayor: Work has begun on the Public London Charter, with a research project commissioned to collate an overview of current legislation and collect case studies illustrating the design, planning, management and use of spaces in new developments. The results of this research will inform the development of the Public London Charter, which I aim to publish alongside the new London Plan.

Noise exposure on the Victoria Line

Caroline Pidgeon: In response to a customer complaint (ref 11782724) about noise levels on the Victoria Line, especially between King’s Cross and Highbury and Islington and between Vauxhall and Stockwell it was stated by TfL in April 2018 that “engineers will continue to investigate this matter and search for any practical solutions to make your journeys more comfortable”. What was the outcome of TfL’s investigations and what actions have been taken to reduce noise levels for passengers of this line?

The Mayor: Transport for London (TfL) is currently installing innovative under-rail pads in the noisiest sections of its network, with the aim of reducing in-carriage noise.
On the Victoria line, these under-rail pads have been installed on the northbound rail between Oxford Street and Warren Street stations, and noise assessments to determine their impact are currently underway. I have asked TfL to report back to you with the results.
TfL will also install the pads on the southbound rail between Vauxhall and Stockwell stations by February 2019 and, between King’s Cross St. Pancras and Euston stations (in both directions) by summer 2019.

Effects of winter air pollution on child health

Onkar Sahota: A joint letter from the Royal College of Paediatricians, Royal College of Physicians, and Unicef warned that thousands of children will be hospitalised by poor air quality this winter. What assessment have you made of the number of under-18 hospital admissions due to air pollution, and what steps are you taking to improve this dire situation?

The Mayor: I have commissioned new research assessing the number of children’s hospital admissions in London related to air pollution, this will be published later this year. The letter you reference highlights the importance of measures I am taking to improve London’s air quality. I have already introduced schemes specifically aimed at protecting children including the school and nursery air quality audits programmes and the School Air Quality Greening Fund.
I’m determined to take real action which is why I’ve already delivered the Toxicity Charge in central London for the oldest polluting vehicles, and am cleaning up our bus and taxi fleet. The world’s first Ultra Low Emission Zone has been brought forward and is set to start on 8 April 2019 and will operate in the existing central London Congestion Charge Zone. The ULEZ will operate 24 hours a day, every day of the year and vehicles must meet strict emissions standards to drive in the area or pay a charge. The ULEZ will replace the Toxicity Charge and be in addition to the congestion change. I’ve also delivered 7 out of the 12 planned Low Emission Bus Zones, which have reduced bus NOx emissions by an average of 90 per cent. We have also installed over 150 rapid charge points.

Higher levels of pollution on Brixton Road (5)

Caroline Russell: A constituent has informed me that the Brixton Road pollution monitor is not working. When was this monitor last working and when will it be fixed?

The Mayor: Lambeth Council are responsible for the Brixton Road monitoring station. It was severely damaged from flooding and heavy rain in August 2018 and the borough is hopeful it will be up and running by the end of January 2019.
My officers have been working with Lambeth Council and UK Power Networks to get the monitoring station up and running again as soon as possible.

Kensal Corridor

Navin Shah: In response to my question (November last year) you stated that TfL officers are working with Brent Officers on the scheme. There is considerable level of dissatisfaction about the length of time taken to tackle issues. Can you confirm when the scheme and funding will be in place and when do you anticipate completion of the scheme on the ground?

The Mayor: The Kensal Corridor scheme has been developed by London Borough of Brent, working in partnership with Transport for London (TfL). Since my last response in November 2018, TfL has held further discussions with LB Brent and has approved funding for the detailed design stage, which is scheduled for completion by June 2019. LB Brent will undertake further consultation and engagement with stakeholders in developing the detailed design over the coming months.
Construction of the current scheme design will far exceed the budget TfL had nominally allocated from its bus priority programme (bus passenger benefits forming only part of the overall scheme objectives). Despite TfL and LB Brent both committing to contribute greater levels of funding to try and address this, a funding gap remains which will need to be filled by other funding sources. The detailed design stage will help to more accurately determine costs and establish the funding needed.It is envisaged that funding sources will then be determined over the coming months.

Old Oak London Overground Stations

Tony Devenish: In order for two new London Overground Stations at Old Oak to be open in 2026, will you outline the timetable that would have to be met, including the date by which TfL would need to have gained permission to build and operate the two new stations via a Transport and Works Act order and the date by which building works would need to have started?

The Mayor: The potential stations are currently at Network Rail’s ‘GRIP3’ design stage, meaning they have received ‘Approval in Principle’ from Network Rail. There remain several stages to go through from this point to enable the completion of the stations to the 2026 timescale – including working out how the stations might be paid for as there is currently no funding allocated for them (for further design work or construction).
Assuming funding can be identified, the final design for each station would need to be completed by 2021. Following this, powers to build and operate the stations via a Transport and Works Act Order would need to be sought, which, subject to the Secretary of State’s decision could be granted by mid-2023.
It is expected that each of the stations would take up to 20 months to construct. Construction of both stations would need to begin by late 2023 or early 2024 for them to be complete by 2026.

Wimbledon Town Centre pollution

Leonie Cooper: In 2018,‎ what was the highest recorded level of NOx pollution and PM pollution in Wimbledon Town Centre?

The Mayor: Air pollutant data for monitoring sites that are managed by the London boroughs can be found at www.londonair.org.uk.
There is not an automatic monitoring site at Wimbledon Town Centre. There is one non-automatic monitoring site (this is a diffusion tube and placed at the roadside) at Wimbledon Station within the Wimbledon Town Centre. This showed an annual average NO2 concentration of 52 µg/m3 in 2017 (the annual average legal limit is 40 µg/m3). 2018 data will be reported this Spring.
However, the monitoring site by the junction of Merton Road and Merton High Street shows the highest daily PM10 recorded in 2018 occurred in January and was 76 µg/m3.
The daily legal limit for PM10 is 50 µg/m3 as a 24 hour mean, not to be exceeded more than 35 times a year. For this pollutant the legal limit was not breached.
Please note that this site did not have any NO2 data and did not have PM10 data for months February through to July. This was due technical issues with the monitoring equipment, which is the responsibility of the borough. The issue was resolved, and the site has been reporting data again since July.

Adult Education Budget

Sian Berry: How will the devolved Adult Education Budget (AEB) be used to support young people post-16, who have experienced school exclusion or have been in a pupil referral unit, to develop the necessary skills and education for life?

The Mayor: London’s AEB will fund education and training for Londoners aged 19+ to develop the range of skills needed for work and life, including literacy, numeracy and digital skills. Funding for 16-18 year olds will continue to be managed by the Department for Education.
I will use 10 per cent of London’s AEB to draw down £71m of European Social Fund money to help even more Londoners, including young people, to access skills, education and employment support.
Young people (post-16) who have experienced school exclusion or have been in a pupil referral unit will be supported through a number of specific initiatives, including a gang prevention project that will help people to return to education or to move on to employment or an apprenticeship.
I will also be using wider programmes to help young Londoners develop skills, including my Digital Talent Programme, the London Enterprise Adviser Network and my forthcoming apprenticeships pilots.

Driverless Trains

Tony Devenish: What work has been done by London Underground since 2016 on driverless trains?

The Mayor: There are no driverless trains on London Underground, as there is an occupied cab on all rolling stock fleets. All London Underground trains are currently either operated manually (when a train driver controls starting and stopping, the operation of doors and handling of emergencies) or in semi-automatic mode (when starting and stopping is automated, but a driver operates the doors and drives the train if needed).
Technology is increasingly automating the way railways are operated, and in some cases, the movement of trains is controlled automatically via the control and signalling systems rather than by the driver. Driverless trains have been in operation on the Docklands Light Railway since it opened in 1987, though a train attendant is present to operate the doors and drive the train if needed.
Since 2015, Transport for London (TfL) has been designing and implementing with partner Thales the Four Lines Modernisation Programme, which will introduce new signalling technology across the Metropolitan, Circle, Hammersmith & City and District Lines. TfL is currently upgrading its rolling stock on these lines from manual to semi-automatic, to ensure it can interface with the new systems once switched on.
On the Piccadilly line, 94 new trains will be introduced in the 2020s as part of the Deep Tube Upgrade Programme. As I made clear to the Assembly last year, the London Underground system is an extremely complex environment, in particular, the deep tube lines. For reasons of safety, they are not suitable for driverless trains and there are no plans for their introduction.

Victoria Coach Station

Tony Devenish: Will you take this opportunity to promise my constituents that the Victoria Coach Station will not be moved to Royal Oak?

The Mayor: Victoria Coach Station has provided a vital service for over 80 years. However, from 2023, parts of the site are expected to become unavailable due to the expiry of leases. My Transport Strategy identifies the need for new coach facilities to be well-connected to London’s public transport system while reducing pollution and keeping coaches moving safely and efficiently. This will be achieved by taking a coherent approach to planning coach services and facilities, and Transport for London (TfL) is looking at a wide range of options across London.
One possible location that TfL has been looking at for a partial replacement to Victoria Coach Station is a site at Royal Oak, as part of a mixed-use development. However, no decisions have been made at this time and TfL will provide a further update on feasibility in the spring.

Proposed Bus Service Changes Consultation (1)

Tony Arbour: The consultation on ‘Proposed bus service changes in Richmond, Twickenham and Whitton’ (which also significantly affects Hounslow) closed on 6th January. How much money will TfL save annually if it goes ahead with all of the proposed changes?

The Mayor: Transport for London’s (TfL’s) data shows that a number of corridors in Richmond, Twickenham and Whitton are operating with buses that are significantly under-used.
TfL does not wish to run more buses than necessary, given the additional emissions, noise and potential congestion impacts. In addition, TfL needs to ensure it makes the very best use of public money, given that it now receives no operating grant from the Government, amounting to an average £700m per year reduction in funding. TfL therefore has to make sure that every mile of its bus service offers value for money.
TfL’s proposals in Richmond, Twickenham and Whitton were designed to reallocate some buses to where they are needed and make savings where they are not needed. They could also enable new links such as along parts of the Chertsey Road and Whitton.
The estimated net cost saving if all of the proposed changes were implemented would be expected to be £1,525,000 per annum.
TfL is grateful to all those who participated in the recent consultation and will now carefully consider the responses before coming to a final decision.

Special educational needs and disability (SEND)

Jennette Arnold: In the Education Panel’s report, Together, on how better to support children and young people with SEND we noted how, given the continual pressure on local authority budgets, more children with SEND are expected to use public transport to go to school. Our report recommend funding “bus days” where young people with SEND and their parents could meet with bus drivers and managers to get to know each other and to develop a shared understanding of each others needs so that journeys could go smoothly. You welcomed this proposal and said that you would ask TfL to look into the possibility of work with user groups along these lines. Have TfL been able to make any progress on this issue?

The Mayor: Transport for London (TfL) is committed to enabling more children with Special Educational Needs (SEND) to use London’s transport network. They provide a range of support including one-to-one accompanied trips, groups ‘bus days’, classroom sessions, and outreach work with local authorities, schools and colleges to ensure disabled young people can get around.
Last year TfL held 71 ‘bus days’ with 3,280 service users. TfL’s ‘bus days’ are open to SEND pupils from year 6 upwards, as well as disabled adults. Children taking part have the opportunity to interact with bus drivers, and revenue inspectors, and find out about safe and accessible travel in a controlled environment.
TfL work closely with organisations like Whizz-Kidz, Royal Society for Blind Children and Muscular Dystrophy UK, to ensure young people’s views are represented in their accessibility programme. This includes how bus drivers are trained to meet their specific needs.

The Real Urban Emissions Vehicle Report (2)

David Kurten: How much has been paid by TfL or other parts of the Greater London Authority to The Real Urban Emissions Initiative, either directly or indirectly?

The Mayor: TfL or other parts of the Greater London Authority have not made payments to The Real Urban Emissions Initiative.
The GLA has provided in-kind support including use of the London Living Room for its Global Workshop event on 8 June 2018 and officer time to provide relevant contacts for its remote sensing project.

Commissioner Dick and Brexit

Peter Whittle: I note Metropolitan Police Commissioner Dick’s statement on 27 December 2018 that: ‘A no-dealBrexitcould be financially costly and put the public at risk.’1I can remember a time not so long ago when Met Commissioners restricted themselves to fighting crime (and it’s not as if London is currently crime free) - rather than making incendiary political pronouncements. Will you remind Ms Dick that if she wants to get into the business of making regular pronouncements on political issues, then she needs to offer herself to the electorate as a candidate in an election?

1https://www.theguardian.com/uk-news/2018/dec/27/cressida-dick-no-deal-brexit-could-put-public-at-risk-metropolitan-police

The Mayor: The Commissioner’s comments were neither political or incendiary, but those of a responsible and concerned police leader.
She was asked, repeatedly, during an interview about the impact of Brexit on some of our international policing tools and observed that we would need to renegotiate them if we had a no-deal Brexit. This is a fact. She observed that these tools were important to keep us safe and to lose them in a no-deal would be more costly, slower, and potentially put the public at risk. These are facts. They may be inconvenient to some, but it is right and proper for the Commissioner to raise awareness of public safety concerns.

TfL’s Passenger Journeys (3)

Florence Eshalomi: There has been a downgrade of passenger numbers forecast between the 2016 and 2017 and 2018 plans. Will we expect a further downgrade in the 2019 business plan?

The Mayor: Latest figures from Transport for London (TfL) show that, against a cautious set of forecasts in its last annual budget, overall fare revenue is almost as expected and up two per cent compared to last year. The reduction in forecast demand growth between 2016 and 2018 reflects the uncertainty of London’s economic prospects in the wake of the EU referendum and a fall in net migration to the capital.
As with all forecasts, TfL’s Business Plan is built on a set of assumptions, which are regularly reviewed and updated in line with actual events and information from external independent bodies.
In uncertain economic times, TfL has been prudent in taking a cautious forecast of London’s economic growth. Nevertheless, a disruptive Brexit would undoubtedly cause further damage to London’s economic prospects and attractiveness as a place to live, work, visit and do business. This would be likely to affect passenger demand in London.
TfL will update its demand forecasts in its next Budget and Business Plan documents, later this year.

KSI’s on London’s Roads

Florence Eshalomi: You are going to miss your target of a 65 per cent reduction in the number of people killed or seriously injured by 2022 by 10 per cent. Can you explain why this target will be missed and what you are going to do to get it back on track?

The Mayor: Any death or serious injury on our roads is a tragedy, and my priority is to eradicate such incidents as part of my Vision Zero ambition. Transport for London (TfL) and I remain committed to the target for a 65 per cent reduction in the number of people killed or seriously injured by 2022.
The most recent provisional casualty figures to Quarter 2 (April to June) of 2018 show that, to date, the number of people killed or seriously injured (KSIs) on London’s roads was 37.9 per cent down on the 2005-09 baseline. The number of people killed in 2018 was the lowest figure on record, provisionally falling to 102 fatalities compared to 131 fatalities during 2017. However, the combined number of deaths and serious injuries is currently behind the performance required to be on track to meet my Vision Zero target of a 65 per cent reduction in KSIs by 2022 against the baseline.
There has been a concerning increase in the number of cyclist KSIs in collisions involving cars and goods vehicles, alongside increases in light goods vehicle traffic on London’s roads. There was also a concerning increase in car occupant KSIs in 2018 when compared to the previous year.
TfL will be redoubling its efforts to deliver communications and behaviour change programmes, as well as infrastructure schemes across the Healthy Streets portfolio, such as Safer Junctions, lower speed limits on the Transport for London Road Network (TLRN), and cycling infrastructure improvements, that we know will help eliminate these tragic incidents. TfL is also working in partnership with the London boroughs and the Metropolitan Police Service to deliver further activity such as Operation Vision Zero, and local communications and engagement activity to tackle illegal and unsafe road user behaviour that so often leads to death and injury on our roads. I will continue to urge the London boroughs to commit to Vision Zero and increase their level of ambition in reducing road danger.

Taxi and Private Hire Trade (6)

David Kurten: It has been reported that some taxi drivers do not report alleged wrongdoing by app companies and turn a blind eye in fear of deactivation, or do not report alleged crimes for fear of being sacked. What whistleblowing protections do taxi drivers have should they suspect an App company of wrongdoing? Should drivers turn a blind eye in fear deactivation, or report a crime, but risk being sacked?

The Mayor: Public safety is my number one priority, and TfL will take appropriate action in the event that services put anyone's safety at risk.
Taxi drivers may be able to benefit from the protections in whistleblowing legislation depending on their status and way of working with the company in question.
However, if a crime is being or has been committed, taxi drivers are encouraged to report this to the Police either by calling 999 or making a report after the event.
Taxi drivers can also raise any concerns with Transport for London (TfL) directly. Any information will be treated confidentially, will be taken seriously and appropriately investigated.

Taxi and Private Hire Trade (5)

David Kurten: Given that unregulated Taxi App companies hold a significant amount of taxi drivers’ money at any one point, can you explain what protections are in place for drivers should an App company go bust?

The Mayor: Transport for London (TfL) is responsible for licensing and regulating taxi and private hire drivers and vehicles, as well as private hire operators. It does not license or regulate the provision of taxi apps or radio circuits. The Government would need to provide TfL with powers to do so by changing primary legislation.
I encourage all those involved in the delivery of taxi services to ensure that licensees have appropriate protections where needed.